\nLe DDTSB s'agrandit \u00e0 nouveau \u2013 cette fois-ci avec 209 TSB flambant neufs<\/strong> et 122 mises \u00e0 jour<\/strong>, tous inspir\u00e9s de cas r\u00e9els trait\u00e9s par notre service d'assistance t\u00e9l\u00e9phonique et de diagnostics concrets issus d'ateliers \u00e0 travers l'Europe.<\/p>\n
Vous trouverez ci-dessous trois exemples pertinents et convaincants tir\u00e9s des derni\u00e8res publications.<\/strong><\/h4>\nExemple 1. Injecteur Common Rail VAG Bosch \u00e0 3 broches avec NCC<\/h2>\n
![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/13341-1024x689.jpg\")
<\/p>\n
V\u00e9hicules concern\u00e9s<\/h3>\n
Ce type de panne est observ\u00e9 sur les v\u00e9hicules diesel VAG fabriqu\u00e9s entre 2020 et 2026 environ, \u00e9quip\u00e9s de :<\/p>\n
\n- Moteurs diesel EA288 EVO<\/li>\n
- Moteurs diesel EA897 de 3e g\u00e9n\u00e9ration<\/li>\n
- Injecteurs \u00e9lectromagn\u00e9tiques Bosch \u00e0 rampe commune \u00e0 3 broches avec commande de fermeture par aiguille (NCC)<\/li>\n<\/ul>\n
Bien que ce type d'injecteur ait \u00e9t\u00e9 lanc\u00e9 il y a d\u00e9j\u00e0 quelque temps, de nombreux garages sp\u00e9cialis\u00e9s dans les pi\u00e8ces de rechange commencent seulement aujourd'hui \u00e0 voir arriver ces v\u00e9hicules ayant un kilom\u00e9trage plus \u00e9lev\u00e9. D'apr\u00e8s notre service d'assistance t\u00e9l\u00e9phonique, cette technologie reste encore nouvelle pour de nombreux techniciens dans le cadre de leurs diagnostics quotidiens en atelier.<\/p>\n
Sympt\u00f4mes courants<\/h3>\n
Un injecteur Bosch \u00e0 rampe commune \u00e0 3 broches d\u00e9fectueux, \u00e9quip\u00e9 d'un NCC, peut entra\u00eener plusieurs probl\u00e8mes li\u00e9s \u00e0 la conduite et aux \u00e9missions, notamment :<\/p>\n
\n- MIL sur<\/li>\n
- Ralenti irr\u00e9gulier ou fonctionnement saccad\u00e9<\/li>\n
- Dysfonctionnement intermittent de l'injecteur<\/li>\n
- Variations soudaines des valeurs de d\u00e9viation des injecteurs<\/li>\n
- \u00c9chec de la r\u00e9g\u00e9n\u00e9ration du FAP<\/li>\n
- Dur\u00e9e de d\u00e9marrage prolong\u00e9e lors de la premi\u00e8re mise en service<\/li>\n
- Un ou plusieurs codes d'erreur du circuit d'injection<\/li>\n<\/ul>\n
Parmi les codes d'erreur courants, on trouve :<\/p>\n
\n- P020100, Circuit d'injecteur du cylindre 1<\/li>\n
- P020200, Circuit d'injecteur du cylindre 2<\/li>\n
- P020300, Circuit d'injection du cylindre 3<\/li>\n
- P020400, Circuit d'injection du cylindre 4<\/li>\n<\/ul>\n
En quoi cet injecteur est-il diff\u00e9rent ?<\/h3>\n
\u00c0 premi\u00e8re vue, ce dysfonctionnement peut ressembler \u00e0 un probl\u00e8me classique li\u00e9 au circuit d'un injecteur. Mais cet injecteur n'est pas un injecteur \u00e0 sol\u00e9no\u00efde standard \u00e0 2 broches.<\/p>\n
L'injecteur NCC de Bosch est toujours actionn\u00e9 par une \u00e9lectrovanne, mais il int\u00e8gre \u00e9galement un capteur pi\u00e9zo\u00e9lectrique dans son corps. Ce capteur d\u00e9tecte le moment o\u00f9 l'aiguille de l'injecteur se ferme effectivement, et le calculateur utilise cette information pour corriger le calage et la dur\u00e9e de l'injection pendant que le moteur tourne.<\/p>\n
Un injecteur \u00e0 sol\u00e9no\u00efde standard comporte g\u00e9n\u00e9ralement 2 broches. Cet injecteur en compte 3 :<\/p>\n
\n- Les broches 1 et 3 sont utilis\u00e9es pour le c\u00f4t\u00e9 sol\u00e9no\u00efde de l'injecteur<\/li>\n
- La broche 2 sert \u00e0 transmettre le signal de retour de fermeture de l'aiguille \u00e0 l'ECU<\/li>\n<\/ul>\n
Il s'agit donc d'un injecteur \u00e9lectromagn\u00e9tique \u00e0 rampe commune en boucle ferm\u00e9e, dot\u00e9 d'un syst\u00e8me de r\u00e9troaction int\u00e9gr\u00e9 assurant la fermeture de l'aiguille.<\/p>\n
En fonction des conditions de fonctionnement, ces injecteurs peuvent effectuer jusqu\u2019\u00e0 9 injections par cycle de fonctionnement. Jusqu\u2019\u00e0 3 injections pilotes peuvent \u00eatre utilis\u00e9es pour assurer un fonctionnement en douceur, et jusqu\u2019\u00e0 5 post-injections peuvent \u00eatre utilis\u00e9es pendant la r\u00e9g\u00e9n\u00e9ration du FAP.
\n![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/Bosch-3-pin-injector.jpg\")
<\/p>\n
Cause profonde des probl\u00e8mes<\/h3>\n
La panne la plus courante est un d\u00e9faut \u00e9lectrique interne intermittent au niveau de l'injecteur.<\/p>\n
Le probl\u00e8me peut provenir du sol\u00e9no\u00efde, mais il peut \u00e9galement se situer au niveau du capteur de r\u00e9troaction pi\u00e9zo\u00e9lectrique. Si le signal de r\u00e9troaction est incorrect, le calculateur re\u00e7oit des informations erron\u00e9es concernant la fermeture de l'aiguille et peut ajuster la dur\u00e9e d'injection dans la mauvaise direction.<\/p>\n
Cela peut entra\u00eener un ralenti irr\u00e9gulier, des pics d'\u00e9cart au niveau des injecteurs, des codes d'erreur li\u00e9s au circuit des injecteurs, un temps de d\u00e9marrage prolong\u00e9 et des probl\u00e8mes de r\u00e9g\u00e9n\u00e9ration du FAP.<\/p>\n
Pourquoi le diagnostic peut-il s'av\u00e9rer difficile ?<\/h3>\n
Le probl\u00e8me peut appara\u00eetre et dispara\u00eetre. Les valeurs de d\u00e9viation des injecteurs peuvent \u00eatre hors limites \u00e0 un moment donn\u00e9, puis revenir \u00e0 la normale l'instant d'apr\u00e8s.<\/p>\n
Le code d'erreur peut bien indiquer \u00ab circuit d'injecteur \u00bb, mais il ne pr\u00e9cise pas si le probl\u00e8me provient du sol\u00e9no\u00efde, du c\u00e2blage, du calculateur ou du capteur de r\u00e9troaction interne.<\/p>\n
C'est pourquoi cet injecteur ne doit pas \u00eatre test\u00e9 comme un injecteur \u00e0 deux broches classique.<\/p>\n
Approche diagnostique pratique<\/h3>\n
La premi\u00e8re \u00e9tape consiste \u00e0 identifier le type d'injecteur en v\u00e9rifiant le connecteur.<\/p>\n
S'il comporte 3 broches, le circuit de r\u00e9troaction doit \u00eatre pris en compte dans le diagnostic. C'est l\u00e0 que de nombreuses proc\u00e9dures habituelles de test des injecteurs s'av\u00e8rent insuffisantes.<\/p>\n
Dans la fiche technique DDTSB n\u00b0 13341, nous expliquons le fonctionnement de l'injecteur NCC de Bosch et montrons comment confirmer le dysfonctionnement \u00e0 l'aide de mesures r\u00e9elles effectu\u00e9es en atelier.<\/p>\n
Ce bulletin pr\u00e9sente les valeurs relev\u00e9es \u00e0 l'aide d'un outil de diagnostic, des exemples d'\u00e9carts, des contr\u00f4les de r\u00e9sistance, des mesures effectu\u00e9es avec PicoScope ainsi que des exemples de signaux de r\u00e9troaction lors de l'allumage, au ralenti et \u00e0 plein r\u00e9gime.<\/p>\n
Il ne s'agit pas simplement de remplacer l'injecteur parce qu'un code P020 a \u00e9t\u00e9 enregistr\u00e9.<\/p>\n
L'objectif est de comparer l'injecteur suspect \u00e0 un mod\u00e8le dont le bon fonctionnement est av\u00e9r\u00e9, afin de prendre une d\u00e9cision plus s\u00fbre avant de remplacer des pi\u00e8ces.<\/p>\n
![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/13341-overview-1024x618.jpg\")
<\/p>\n
<\/p>\n
<\/p>\n
Exemple 2. Diagnostic SAM des Mercedes-Benz des classes ML, GL et GLE 166<\/h2>\nV\u00e9hicule et sympt\u00f4mes<\/h3>\n
Mercedes-Benz Classes ML, GL et GLE 166, de 2012 \u00e0 2019.<\/p>\n
\n- Le moteur ne d\u00e9marre pas.<\/li>\n
- Certains voyants peuvent s'allumer m\u00eame lorsque le contact n'est pas mis.<\/li>\n
- Le v\u00e9hicule peut \u00e9galement pr\u00e9senter de nombreux d\u00e9fauts de communication enregistr\u00e9s.<\/li>\n<\/ul>\n
Les codes d'erreur courants sont les suivants :<\/strong><\/p>\nB21F200. Il est peu probable que le terminal 15 soit en \u00e9tat de fonctionnement.
\nB229D97. L'unit\u00e9 de commande pr\u00e9sente un dysfonctionnement. Les fonctionnalit\u00e9s du syst\u00e8me sont limit\u00e9es.
\nC14100. Une anomalie est survenue dans la communication avec le module de d\u00e9tection et d'activation des feux avant.
\nC42700. Des donn\u00e9es anormales ont \u00e9t\u00e9 re\u00e7ues de l'allumeur \u00e9lectronique.
\nU010000. Un dysfonctionnement est survenu au niveau de la communication avec le calculateur moteur.<\/p>\n
Il peut \u00e9galement y avoir une longue liste de codes U suppl\u00e9mentaires enregistr\u00e9s dans diff\u00e9rentes unit\u00e9s de commande.
\n![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/DDTSB-front-1024x465.jpg\")
<\/p>\n
Premi\u00e8res r\u00e9flexions<\/h3>\n
Il est toujours difficile de d\u00e9cider de mettre hors service un module de commande. C'est d'autant plus difficile lorsque le module suspect\u00e9 est un SAM. Le SAM n'est pas un simple bo\u00eetier \u00e0 fusibles. Il fait partie int\u00e9grante du r\u00e9seau de contr\u00f4le de l'alimentation, d'activation des relais et de communication. Avant de remplacer un SAM, il est donc indispensable que le diagnostic soit irr\u00e9futable.<\/p>\n
Ce probl\u00e8me peut facilement vous induire en erreur. Les sympt\u00f4mes peuvent ressembler fortement \u00e0 ceux d'un contacteur d'allumage d\u00e9fectueux (N73), ce qui est d\u00e9j\u00e0 un probl\u00e8me courant et bien connu sur ces v\u00e9hicules.<\/p>\n
Le rapport de diagnostic peut \u00e9galement s'av\u00e9rer tr\u00e8s long. Il peut contenir des codes d'erreur li\u00e9s \u00e0 la communication avec le calculateur moteur, la bo\u00eete de vitesses, le syst\u00e8me ESP, le contacteur d'allumage, le Parktronic, la climatisation, le tableau de bord, le module de la colonne de direction, etc. Cela signifie g\u00e9n\u00e9ralement qu'une grande partie du v\u00e9hicule ne re\u00e7oit pas l'alimentation \u00e9lectrique dont elle a besoin.
\n![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/13478_1-1024x468.jpg\")
<\/p>\n
Pr\u00e9sentation du syst\u00e8me<\/h3>\n
Les \u00e9l\u00e9ments importants dans ce cas sont les suivants :<\/p>\n
Contacteur d'allumage \u00e9lectronique N73.
\nModule \u00e9lectronique central avant SAM N10.
\nBo\u00eetier de fusibles principal F33, situ\u00e9 sous le si\u00e8ge passager.
\nRelais int\u00e9gr\u00e9 K1 situ\u00e9 dans la bo\u00eete \u00e0 fusibles F33.
\nBo\u00eete \u00e0 fusibles de l'habitacle F32\/4, situ\u00e9e devant le si\u00e8ge passager.<\/p>\n
Le probl\u00e8me est que le SAM N10 peut pr\u00e9senter un dysfonctionnement qui l'emp\u00eache d'activer le relais K1 dans le bo\u00eetier \u00e0 fusibles F33.<\/p>\n
Le relais K1 est un relais double. Il alimente les fusibles de la bo\u00eete \u00e0 fusibles F33.<\/p>\n
Lorsque ce relais n'est pas activ\u00e9, une grande partie du v\u00e9hicule se retrouve priv\u00e9e d'alimentation \u00e9lectrique. Le v\u00e9hicule enregistre alors de nombreux d\u00e9fauts de communication et le moteur peut ne pas d\u00e9marrer.
\n![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/13478_2-1024x375.jpg\")
<\/p>\n
Difficult\u00e9s li\u00e9es au diagnostic<\/h3>\n
Le premier d\u00e9fi r\u00e9side dans le nombre de codes d'erreur.<\/p>\n
Un diagnostic complet peut donner l'impression que la moiti\u00e9 de la voiture est en panne. C'est l\u00e0 qu'il faut s'arr\u00eater et rechercher la cause commune.<\/p>\n
Un autre d\u00e9fi consiste \u00e0 comprendre le fonctionnement entre le N73, le relais K1, le SAM N10 et le bo\u00eetier \u00e0 fusibles F33. Si vous n'\u00eates pas familier avec les Mercedes, vous pouvez facilement passer par 30 \u00e0 35 pages de sch\u00e9mas de c\u00e2blage rien que pour comprendre le circuit d'alimentation.<\/p>\n
Cela a d\u00e9sormais \u00e9t\u00e9 synth\u00e9tis\u00e9 dans la circulaire DDTSB n\u00b0 13478.<\/p>\n
Solution pratique<\/h3>\n
C'est l\u00e0 qu'il faut cesser de faire des suppositions.<\/p>\n
Avant de remplacer le SAM N10, il faut v\u00e9rifier \u00e9tape par \u00e9tape le circuit d'alimentation. Le type de panne peut correspondre \u00e0 un contacteur d'allumage d\u00e9fectueux, \u00e0 un probl\u00e8me de relais, \u00e0 un dysfonctionnement du r\u00e9seau CAN ou \u00e0 un module hors service, selon les codes d'erreur que vous examinez en premier.<\/p>\n
Dans le document DDTSB n\u00b0 13478, le diagnostic se r\u00e9sume \u00e0 une proc\u00e9dure de mesure concr\u00e8te.<\/p>\n
Le circuit de test suit le cheminement entre le contacteur d'allumage N73, le module SAM N10, le relais K1 et le bo\u00eetier \u00e0 fusibles F33.<\/p>\n
L'objectif est simple.<\/p>\n
V\u00e9rifiez que le SAM dispose de tout ce dont il a besoin.<\/p>\n
V\u00e9rifiez si le c\u00f4t\u00e9 relais r\u00e9agit correctement.<\/p>\n
V\u00e9rifiez \u00e0 quel endroit l'alimentation \u00e9lectrique est coup\u00e9e.<\/p>\n
V\u00e9rifiez l'\u00e9tat du r\u00e9seau CAN et de l'alimentation \u00e9lectrique avant de d\u00e9clarer un module d\u00e9fectueux.<\/p>\n
Cela rend la d\u00e9cision de remplacer le SAM beaucoup plus s\u00fbre. Vous ne le remplacez pas parce que le rapport de scan semble anormal. Vous le remplacez parce que la proc\u00e9dure de mesure confirme qu\u2019il ne parvient plus \u00e0 activer correctement le circuit d\u2019alimentation.<\/p>\n
Apr\u00e8s son remplacement, le SAM doit \u00eatre cod\u00e9 et programm\u00e9 conform\u00e9ment aux instructions.<\/p>\n
La proc\u00e9dure d'essai compl\u00e8te, \u00e9tape par \u00e9tape, est disponible dans le document DDTSB n\u00b0 13478.
\n![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/DDTSB-search-1024x465.jpg\")
<\/p>\n
<\/h2>\nExemple 3. Renault Twingo III : le moteur ne d\u00e9marre pas et aucune communication avec le calculateur
\n![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/Renault-twingo-DDTSB-1024x464.jpg\")
<\/h2>\nV\u00e9hicule et sympt\u00f4mes<\/h3>\n
Renault Twingo III de 2014 \u00e0 2019 \u00e9quip\u00e9e d'un moteur 1.0 TCe H4D 400.<\/p>\n
\n- Le moteur a cal\u00e9 et ne red\u00e9marre plus.<\/li>\n
- Le d\u00e9marreur ne se d\u00e9clenche pas.<\/li>\n
- Le voyant MIL clignote.<\/li>\n
- Il n'y a pas de communication de diagnostic avec l'ECU.<\/li>\n<\/ul>\n
Premi\u00e8res r\u00e9flexions<\/h3>\n
Lorsqu'un v\u00e9hicule ne d\u00e9marre pas et que l'appareil de diagnostic ne parvient pas \u00e0 \u00e9tablir la communication, la proc\u00e9dure de diagnostic habituelle est imm\u00e9diatement interrompue.<\/p>\n
\n- Aucun rapport de num\u00e9risation.<\/li>\n
- Aucun code d'erreur n'a \u00e9t\u00e9 d\u00e9tect\u00e9.<\/li>\n
- Il n'y a pas de vue d'ensemble permettant de voir rapidement quels modules sont en ligne.<\/li>\n<\/ul>\n
Il faut commencer par les bases : l'alimentation \u00e9lectrique, les mises \u00e0 la terre et la communication.<\/p>\n
Au cours du processus de diagnostic, vous constaterez peut-\u00eatre que le bloc de commande du moteur n'est pas aliment\u00e9 en 12 volts. Cela vous donne une piste \u00e0 suivre.<\/p>\n
Mais voil\u00e0 qu'un nouveau d\u00e9fi se pr\u00e9sente.<\/p>\n
Si le fusible F05 a saut\u00e9, ce n'est pas seulement un composant qu'il alimente. Il alimente 6 composants au total. En th\u00e9orie, n'importe lequel de ces composants ou de ces branches de c\u00e2blage peut \u00eatre \u00e0 l'origine du d\u00e9clenchement du fusible.<\/p>\n
C'est pour cette raison que ce genre de r\u00e9paration peut prendre plusieurs heures \u00e0 l'atelier.<\/p>\n
Difficult\u00e9s li\u00e9es au diagnostic<\/h3>\n
Le premier probl\u00e8me est qu'il se peut qu'aucun code d'erreur ne soit disponible.<\/p>\n
Le diagnosticateur ne parvient pas \u00e0 communiquer avec le v\u00e9hicule ; vous ne pouvez donc pas rechercher le d\u00e9faut \u00e0 l'aide du code d'anomalie (DTC).<\/p>\n
Le deuxi\u00e8me probl\u00e8me est que la panne peut \u00eatre intermittente.<\/p>\n
Le v\u00e9hicule peut pr\u00e9senter un dysfonctionnement une fois, puis fonctionner \u00e0 nouveau par la suite. Il est donc facile de ne pas d\u00e9tecter le probl\u00e8me lors des essais.<\/p>\n
Le troisi\u00e8me probl\u00e8me concerne le fusible F05.<\/p>\n
Lorsqu'un fusible alimente plusieurs composants, ce fusible n'est qu'un sympt\u00f4me. Il ne s'agit pas d'un diagnostic.<\/p>\n
Il vous faut tout de m\u00eame d\u00e9terminer quel composant ou circuit est le plus susceptible d'\u00eatre en cause, et savoir comment isoler le d\u00e9faut en suivant la bonne proc\u00e9dure.
\n![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/13333_2-1024x502.jpg\")
<\/p>\n
Pourquoi ce TSB est-il important ?<\/h2>\n
C'est exactement le genre de cas o\u00f9 un TSB bas\u00e9 sur les sympt\u00f4mes permet de gagner du temps.<\/p>\n
Le technicien parviendra peut-\u00eatre \u00e0 localiser la source d'alimentation de 12 volts manquante, mais la question suivante est de savoir quel composant ou quelle branche du c\u00e2blage provoque le d\u00e9clenchement du fusible F05.<\/p>\n
Dans le document DDTSB n\u00b0 13333, le parcours de diagnostic s'appuie sur un cas r\u00e9el rencontr\u00e9 en atelier et est synth\u00e9tis\u00e9 sous la forme d'une ligne directrice pratique pour les essais.<\/p>\n
Le but n'est pas simplement de remplacer le fusible.<\/p>\n
L'objectif est de d\u00e9terminer pourquoi le fusible a saut\u00e9 et d'isoler le probl\u00e8me sans perdre des heures.<\/p>\n
Comment trouver cette note d'information sur le portail<\/h3>\n
Dans ce cas, il peut s'av\u00e9rer difficile de l'identifier \u00e0 l'aide d'un code d'erreur, car il se peut que la lecture de ce code ne soit pas possible.<\/p>\n
Dans ce cas, utilisez la recherche de sympt\u00f4mes pr\u00e9d\u00e9finie sur le portail DDTSB.<\/strong><\/p>\nS\u00e9lectionnez le sympt\u00f4me :<\/p>\n
Moteur. Probl\u00e8mes de d\u00e9marrage.<\/p>\n
Une fois ce sympt\u00f4me s\u00e9lectionn\u00e9, ce type d'informations TSB s'affichera dans le programme.<\/p>\n
Num\u00e9ro DDTSB : 13333.<\/p>\n
![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2026\/06\/REnault-Twingo-Search-1024x534.jpg\")
<\/p>\n
Vous voulez d\u00e9couvrir d'autres cas concrets ?<\/h3>\n
Si vous appr\u00e9ciez ce genre d'histoires et que vous souhaitez d\u00e9couvrir les coulisses de DDTSB, n'oubliez pas de vous abonner \u00e0 notre nouvelle cha\u00eene YouTube. Nous y partageons d'autres \u00e9tudes de cas, des conseils de diagnostic et des informations sur les r\u00e9parations, directement depuis notre atelier.<\/p>\n
![\"\"](\"https:\/\/www.diagnosedan.com\/wp-content\/uploads\/2025\/08\/DDTSB-Youtube-channel-300x174.jpg\")
<\/a><\/p>\nhttps:\/\/www.youtube.com\/@DDTSB<\/a><\/p>\n\ud83d\ude80 Optimisez le potentiel de votre atelier gr\u00e2ce \u00e0 DDTSB<\/h2>\n
Acc\u00e9dez \u00e0 :<\/strong><\/p>\nDes milliers d'exclusivit\u00e9s avis techniques (TSB) du march\u00e9 des pi\u00e8ces de rechange<\/strong><\/p>\nDes solutions concr\u00e8tes propos\u00e9es par l'un des Les plus grands centres d'assistance t\u00e9l\u00e9phonique d'Europe<\/strong><\/p>\nDes diagnostics plus rapides, des r\u00e9parations plus efficaces et une rentabilit\u00e9 accrue<\/p>\n
\u23f1\ufe0fLe temps, c'est de l'argent. \u00c9conomisez les deux gr\u00e2ce \u00e0 \u00a0DDTSB<\/a><\/h3>\nSuivez-nous sur :
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<\/p>\nBien que ce type d'injecteur ait \u00e9t\u00e9 lanc\u00e9 il y a d\u00e9j\u00e0 quelque temps, de nombreux garages sp\u00e9cialis\u00e9s dans les pi\u00e8ces de rechange commencent seulement aujourd'hui \u00e0 voir arriver ces v\u00e9hicules ayant un kilom\u00e9trage plus \u00e9lev\u00e9. D'apr\u00e8s notre service d'assistance t\u00e9l\u00e9phonique, cette technologie reste encore nouvelle pour de nombreux techniciens dans le cadre de leurs diagnostics quotidiens en atelier.<\/p>\n
Sympt\u00f4mes courants<\/h3>\n
Un injecteur Bosch \u00e0 rampe commune \u00e0 3 broches d\u00e9fectueux, \u00e9quip\u00e9 d'un NCC, peut entra\u00eener plusieurs probl\u00e8mes li\u00e9s \u00e0 la conduite et aux \u00e9missions, notamment :<\/p>\n
- \n
- MIL sur<\/li>\n
- Ralenti irr\u00e9gulier ou fonctionnement saccad\u00e9<\/li>\n
- Dysfonctionnement intermittent de l'injecteur<\/li>\n
- Variations soudaines des valeurs de d\u00e9viation des injecteurs<\/li>\n
- \u00c9chec de la r\u00e9g\u00e9n\u00e9ration du FAP<\/li>\n
- Dur\u00e9e de d\u00e9marrage prolong\u00e9e lors de la premi\u00e8re mise en service<\/li>\n
- Un ou plusieurs codes d'erreur du circuit d'injection<\/li>\n<\/ul>\n
Parmi les codes d'erreur courants, on trouve :<\/p>\n
- \n
- P020100, Circuit d'injecteur du cylindre 1<\/li>\n
- P020200, Circuit d'injecteur du cylindre 2<\/li>\n
- P020300, Circuit d'injection du cylindre 3<\/li>\n
- P020400, Circuit d'injection du cylindre 4<\/li>\n<\/ul>\n
En quoi cet injecteur est-il diff\u00e9rent ?<\/h3>\n
\u00c0 premi\u00e8re vue, ce dysfonctionnement peut ressembler \u00e0 un probl\u00e8me classique li\u00e9 au circuit d'un injecteur. Mais cet injecteur n'est pas un injecteur \u00e0 sol\u00e9no\u00efde standard \u00e0 2 broches.<\/p>\n
L'injecteur NCC de Bosch est toujours actionn\u00e9 par une \u00e9lectrovanne, mais il int\u00e8gre \u00e9galement un capteur pi\u00e9zo\u00e9lectrique dans son corps. Ce capteur d\u00e9tecte le moment o\u00f9 l'aiguille de l'injecteur se ferme effectivement, et le calculateur utilise cette information pour corriger le calage et la dur\u00e9e de l'injection pendant que le moteur tourne.<\/p>\n
Un injecteur \u00e0 sol\u00e9no\u00efde standard comporte g\u00e9n\u00e9ralement 2 broches. Cet injecteur en compte 3 :<\/p>\n
- \n
- Les broches 1 et 3 sont utilis\u00e9es pour le c\u00f4t\u00e9 sol\u00e9no\u00efde de l'injecteur<\/li>\n
- La broche 2 sert \u00e0 transmettre le signal de retour de fermeture de l'aiguille \u00e0 l'ECU<\/li>\n<\/ul>\n
Il s'agit donc d'un injecteur \u00e9lectromagn\u00e9tique \u00e0 rampe commune en boucle ferm\u00e9e, dot\u00e9 d'un syst\u00e8me de r\u00e9troaction int\u00e9gr\u00e9 assurant la fermeture de l'aiguille.<\/p>\n
En fonction des conditions de fonctionnement, ces injecteurs peuvent effectuer jusqu\u2019\u00e0 9 injections par cycle de fonctionnement. Jusqu\u2019\u00e0 3 injections pilotes peuvent \u00eatre utilis\u00e9es pour assurer un fonctionnement en douceur, et jusqu\u2019\u00e0 5 post-injections peuvent \u00eatre utilis\u00e9es pendant la r\u00e9g\u00e9n\u00e9ration du FAP.
\n<\/p>\nCause profonde des probl\u00e8mes<\/h3>\n
La panne la plus courante est un d\u00e9faut \u00e9lectrique interne intermittent au niveau de l'injecteur.<\/p>\n
Le probl\u00e8me peut provenir du sol\u00e9no\u00efde, mais il peut \u00e9galement se situer au niveau du capteur de r\u00e9troaction pi\u00e9zo\u00e9lectrique. Si le signal de r\u00e9troaction est incorrect, le calculateur re\u00e7oit des informations erron\u00e9es concernant la fermeture de l'aiguille et peut ajuster la dur\u00e9e d'injection dans la mauvaise direction.<\/p>\n
Cela peut entra\u00eener un ralenti irr\u00e9gulier, des pics d'\u00e9cart au niveau des injecteurs, des codes d'erreur li\u00e9s au circuit des injecteurs, un temps de d\u00e9marrage prolong\u00e9 et des probl\u00e8mes de r\u00e9g\u00e9n\u00e9ration du FAP.<\/p>\n
Pourquoi le diagnostic peut-il s'av\u00e9rer difficile ?<\/h3>\n
Le probl\u00e8me peut appara\u00eetre et dispara\u00eetre. Les valeurs de d\u00e9viation des injecteurs peuvent \u00eatre hors limites \u00e0 un moment donn\u00e9, puis revenir \u00e0 la normale l'instant d'apr\u00e8s.<\/p>\n
Le code d'erreur peut bien indiquer \u00ab circuit d'injecteur \u00bb, mais il ne pr\u00e9cise pas si le probl\u00e8me provient du sol\u00e9no\u00efde, du c\u00e2blage, du calculateur ou du capteur de r\u00e9troaction interne.<\/p>\n
C'est pourquoi cet injecteur ne doit pas \u00eatre test\u00e9 comme un injecteur \u00e0 deux broches classique.<\/p>\n
Approche diagnostique pratique<\/h3>\n
La premi\u00e8re \u00e9tape consiste \u00e0 identifier le type d'injecteur en v\u00e9rifiant le connecteur.<\/p>\n
S'il comporte 3 broches, le circuit de r\u00e9troaction doit \u00eatre pris en compte dans le diagnostic. C'est l\u00e0 que de nombreuses proc\u00e9dures habituelles de test des injecteurs s'av\u00e8rent insuffisantes.<\/p>\n
Dans la fiche technique DDTSB n\u00b0 13341, nous expliquons le fonctionnement de l'injecteur NCC de Bosch et montrons comment confirmer le dysfonctionnement \u00e0 l'aide de mesures r\u00e9elles effectu\u00e9es en atelier.<\/p>\n
Ce bulletin pr\u00e9sente les valeurs relev\u00e9es \u00e0 l'aide d'un outil de diagnostic, des exemples d'\u00e9carts, des contr\u00f4les de r\u00e9sistance, des mesures effectu\u00e9es avec PicoScope ainsi que des exemples de signaux de r\u00e9troaction lors de l'allumage, au ralenti et \u00e0 plein r\u00e9gime.<\/p>\n
Il ne s'agit pas simplement de remplacer l'injecteur parce qu'un code P020 a \u00e9t\u00e9 enregistr\u00e9.<\/p>\n
L'objectif est de comparer l'injecteur suspect \u00e0 un mod\u00e8le dont le bon fonctionnement est av\u00e9r\u00e9, afin de prendre une d\u00e9cision plus s\u00fbre avant de remplacer des pi\u00e8ces.<\/p>\n
<\/p>\n<\/p>\n
<\/p>\n
Exemple 2. Diagnostic SAM des Mercedes-Benz des classes ML, GL et GLE 166<\/h2>\n
V\u00e9hicule et sympt\u00f4mes<\/h3>\n
Mercedes-Benz Classes ML, GL et GLE 166, de 2012 \u00e0 2019.<\/p>\n
- \n
- Le moteur ne d\u00e9marre pas.<\/li>\n
- Certains voyants peuvent s'allumer m\u00eame lorsque le contact n'est pas mis.<\/li>\n
- Le v\u00e9hicule peut \u00e9galement pr\u00e9senter de nombreux d\u00e9fauts de communication enregistr\u00e9s.<\/li>\n<\/ul>\n
Les codes d'erreur courants sont les suivants :<\/strong><\/p>\n
B21F200. Il est peu probable que le terminal 15 soit en \u00e9tat de fonctionnement.
\nB229D97. L'unit\u00e9 de commande pr\u00e9sente un dysfonctionnement. Les fonctionnalit\u00e9s du syst\u00e8me sont limit\u00e9es.
\nC14100. Une anomalie est survenue dans la communication avec le module de d\u00e9tection et d'activation des feux avant.
\nC42700. Des donn\u00e9es anormales ont \u00e9t\u00e9 re\u00e7ues de l'allumeur \u00e9lectronique.
\nU010000. Un dysfonctionnement est survenu au niveau de la communication avec le calculateur moteur.<\/p>\nIl peut \u00e9galement y avoir une longue liste de codes U suppl\u00e9mentaires enregistr\u00e9s dans diff\u00e9rentes unit\u00e9s de commande.
\n<\/p>\nPremi\u00e8res r\u00e9flexions<\/h3>\n
Il est toujours difficile de d\u00e9cider de mettre hors service un module de commande. C'est d'autant plus difficile lorsque le module suspect\u00e9 est un SAM. Le SAM n'est pas un simple bo\u00eetier \u00e0 fusibles. Il fait partie int\u00e9grante du r\u00e9seau de contr\u00f4le de l'alimentation, d'activation des relais et de communication. Avant de remplacer un SAM, il est donc indispensable que le diagnostic soit irr\u00e9futable.<\/p>\n
Ce probl\u00e8me peut facilement vous induire en erreur. Les sympt\u00f4mes peuvent ressembler fortement \u00e0 ceux d'un contacteur d'allumage d\u00e9fectueux (N73), ce qui est d\u00e9j\u00e0 un probl\u00e8me courant et bien connu sur ces v\u00e9hicules.<\/p>\n
Le rapport de diagnostic peut \u00e9galement s'av\u00e9rer tr\u00e8s long. Il peut contenir des codes d'erreur li\u00e9s \u00e0 la communication avec le calculateur moteur, la bo\u00eete de vitesses, le syst\u00e8me ESP, le contacteur d'allumage, le Parktronic, la climatisation, le tableau de bord, le module de la colonne de direction, etc. Cela signifie g\u00e9n\u00e9ralement qu'une grande partie du v\u00e9hicule ne re\u00e7oit pas l'alimentation \u00e9lectrique dont elle a besoin.
\n<\/p>\nPr\u00e9sentation du syst\u00e8me<\/h3>\n
Les \u00e9l\u00e9ments importants dans ce cas sont les suivants :<\/p>\n
Contacteur d'allumage \u00e9lectronique N73.
\nModule \u00e9lectronique central avant SAM N10.
\nBo\u00eetier de fusibles principal F33, situ\u00e9 sous le si\u00e8ge passager.
\nRelais int\u00e9gr\u00e9 K1 situ\u00e9 dans la bo\u00eete \u00e0 fusibles F33.
\nBo\u00eete \u00e0 fusibles de l'habitacle F32\/4, situ\u00e9e devant le si\u00e8ge passager.<\/p>\nLe probl\u00e8me est que le SAM N10 peut pr\u00e9senter un dysfonctionnement qui l'emp\u00eache d'activer le relais K1 dans le bo\u00eetier \u00e0 fusibles F33.<\/p>\n
Le relais K1 est un relais double. Il alimente les fusibles de la bo\u00eete \u00e0 fusibles F33.<\/p>\n
Lorsque ce relais n'est pas activ\u00e9, une grande partie du v\u00e9hicule se retrouve priv\u00e9e d'alimentation \u00e9lectrique. Le v\u00e9hicule enregistre alors de nombreux d\u00e9fauts de communication et le moteur peut ne pas d\u00e9marrer.
\n<\/p>\nDifficult\u00e9s li\u00e9es au diagnostic<\/h3>\n
Le premier d\u00e9fi r\u00e9side dans le nombre de codes d'erreur.<\/p>\n
Un diagnostic complet peut donner l'impression que la moiti\u00e9 de la voiture est en panne. C'est l\u00e0 qu'il faut s'arr\u00eater et rechercher la cause commune.<\/p>\n
Un autre d\u00e9fi consiste \u00e0 comprendre le fonctionnement entre le N73, le relais K1, le SAM N10 et le bo\u00eetier \u00e0 fusibles F33. Si vous n'\u00eates pas familier avec les Mercedes, vous pouvez facilement passer par 30 \u00e0 35 pages de sch\u00e9mas de c\u00e2blage rien que pour comprendre le circuit d'alimentation.<\/p>\n
Cela a d\u00e9sormais \u00e9t\u00e9 synth\u00e9tis\u00e9 dans la circulaire DDTSB n\u00b0 13478.<\/p>\n
Solution pratique<\/h3>\n
C'est l\u00e0 qu'il faut cesser de faire des suppositions.<\/p>\n
Avant de remplacer le SAM N10, il faut v\u00e9rifier \u00e9tape par \u00e9tape le circuit d'alimentation. Le type de panne peut correspondre \u00e0 un contacteur d'allumage d\u00e9fectueux, \u00e0 un probl\u00e8me de relais, \u00e0 un dysfonctionnement du r\u00e9seau CAN ou \u00e0 un module hors service, selon les codes d'erreur que vous examinez en premier.<\/p>\n
Dans le document DDTSB n\u00b0 13478, le diagnostic se r\u00e9sume \u00e0 une proc\u00e9dure de mesure concr\u00e8te.<\/p>\n
Le circuit de test suit le cheminement entre le contacteur d'allumage N73, le module SAM N10, le relais K1 et le bo\u00eetier \u00e0 fusibles F33.<\/p>\n
L'objectif est simple.<\/p>\n
V\u00e9rifiez que le SAM dispose de tout ce dont il a besoin.<\/p>\n
V\u00e9rifiez si le c\u00f4t\u00e9 relais r\u00e9agit correctement.<\/p>\n
V\u00e9rifiez \u00e0 quel endroit l'alimentation \u00e9lectrique est coup\u00e9e.<\/p>\n
V\u00e9rifiez l'\u00e9tat du r\u00e9seau CAN et de l'alimentation \u00e9lectrique avant de d\u00e9clarer un module d\u00e9fectueux.<\/p>\n
Cela rend la d\u00e9cision de remplacer le SAM beaucoup plus s\u00fbre. Vous ne le remplacez pas parce que le rapport de scan semble anormal. Vous le remplacez parce que la proc\u00e9dure de mesure confirme qu\u2019il ne parvient plus \u00e0 activer correctement le circuit d\u2019alimentation.<\/p>\n
Apr\u00e8s son remplacement, le SAM doit \u00eatre cod\u00e9 et programm\u00e9 conform\u00e9ment aux instructions.<\/p>\n
La proc\u00e9dure d'essai compl\u00e8te, \u00e9tape par \u00e9tape, est disponible dans le document DDTSB n\u00b0 13478.
\n<\/p>\n<\/h2>\n
Exemple 3. Renault Twingo III : le moteur ne d\u00e9marre pas et aucune communication avec le calculateur
\n<\/h2>\nV\u00e9hicule et sympt\u00f4mes<\/h3>\n
Renault Twingo III de 2014 \u00e0 2019 \u00e9quip\u00e9e d'un moteur 1.0 TCe H4D 400.<\/p>\n
- \n
- Le moteur a cal\u00e9 et ne red\u00e9marre plus.<\/li>\n
- Le d\u00e9marreur ne se d\u00e9clenche pas.<\/li>\n
- Le voyant MIL clignote.<\/li>\n
- Il n'y a pas de communication de diagnostic avec l'ECU.<\/li>\n<\/ul>\n
Premi\u00e8res r\u00e9flexions<\/h3>\n
Lorsqu'un v\u00e9hicule ne d\u00e9marre pas et que l'appareil de diagnostic ne parvient pas \u00e0 \u00e9tablir la communication, la proc\u00e9dure de diagnostic habituelle est imm\u00e9diatement interrompue.<\/p>\n
- \n
- Aucun rapport de num\u00e9risation.<\/li>\n
- Aucun code d'erreur n'a \u00e9t\u00e9 d\u00e9tect\u00e9.<\/li>\n
- Il n'y a pas de vue d'ensemble permettant de voir rapidement quels modules sont en ligne.<\/li>\n<\/ul>\n
Il faut commencer par les bases : l'alimentation \u00e9lectrique, les mises \u00e0 la terre et la communication.<\/p>\n
Au cours du processus de diagnostic, vous constaterez peut-\u00eatre que le bloc de commande du moteur n'est pas aliment\u00e9 en 12 volts. Cela vous donne une piste \u00e0 suivre.<\/p>\n
Mais voil\u00e0 qu'un nouveau d\u00e9fi se pr\u00e9sente.<\/p>\n
Si le fusible F05 a saut\u00e9, ce n'est pas seulement un composant qu'il alimente. Il alimente 6 composants au total. En th\u00e9orie, n'importe lequel de ces composants ou de ces branches de c\u00e2blage peut \u00eatre \u00e0 l'origine du d\u00e9clenchement du fusible.<\/p>\n
C'est pour cette raison que ce genre de r\u00e9paration peut prendre plusieurs heures \u00e0 l'atelier.<\/p>\n
Difficult\u00e9s li\u00e9es au diagnostic<\/h3>\n
Le premier probl\u00e8me est qu'il se peut qu'aucun code d'erreur ne soit disponible.<\/p>\n
Le diagnosticateur ne parvient pas \u00e0 communiquer avec le v\u00e9hicule ; vous ne pouvez donc pas rechercher le d\u00e9faut \u00e0 l'aide du code d'anomalie (DTC).<\/p>\n
Le deuxi\u00e8me probl\u00e8me est que la panne peut \u00eatre intermittente.<\/p>\n
Le v\u00e9hicule peut pr\u00e9senter un dysfonctionnement une fois, puis fonctionner \u00e0 nouveau par la suite. Il est donc facile de ne pas d\u00e9tecter le probl\u00e8me lors des essais.<\/p>\n
Le troisi\u00e8me probl\u00e8me concerne le fusible F05.<\/p>\n
Lorsqu'un fusible alimente plusieurs composants, ce fusible n'est qu'un sympt\u00f4me. Il ne s'agit pas d'un diagnostic.<\/p>\n
Il vous faut tout de m\u00eame d\u00e9terminer quel composant ou circuit est le plus susceptible d'\u00eatre en cause, et savoir comment isoler le d\u00e9faut en suivant la bonne proc\u00e9dure.
\n<\/p>\nPourquoi ce TSB est-il important ?<\/h2>\n
C'est exactement le genre de cas o\u00f9 un TSB bas\u00e9 sur les sympt\u00f4mes permet de gagner du temps.<\/p>\n
Le technicien parviendra peut-\u00eatre \u00e0 localiser la source d'alimentation de 12 volts manquante, mais la question suivante est de savoir quel composant ou quelle branche du c\u00e2blage provoque le d\u00e9clenchement du fusible F05.<\/p>\n
Dans le document DDTSB n\u00b0 13333, le parcours de diagnostic s'appuie sur un cas r\u00e9el rencontr\u00e9 en atelier et est synth\u00e9tis\u00e9 sous la forme d'une ligne directrice pratique pour les essais.<\/p>\n
Le but n'est pas simplement de remplacer le fusible.<\/p>\n
L'objectif est de d\u00e9terminer pourquoi le fusible a saut\u00e9 et d'isoler le probl\u00e8me sans perdre des heures.<\/p>\n
Comment trouver cette note d'information sur le portail<\/h3>\n
Dans ce cas, il peut s'av\u00e9rer difficile de l'identifier \u00e0 l'aide d'un code d'erreur, car il se peut que la lecture de ce code ne soit pas possible.<\/p>\n
Dans ce cas, utilisez la recherche de sympt\u00f4mes pr\u00e9d\u00e9finie sur le portail DDTSB.<\/strong><\/p>\n
S\u00e9lectionnez le sympt\u00f4me :<\/p>\n
Moteur. Probl\u00e8mes de d\u00e9marrage.<\/p>\n
Une fois ce sympt\u00f4me s\u00e9lectionn\u00e9, ce type d'informations TSB s'affichera dans le programme.<\/p>\n
Num\u00e9ro DDTSB : 13333.<\/p>\n
<\/p>\nVous voulez d\u00e9couvrir d'autres cas concrets ?<\/h3>\n
Si vous appr\u00e9ciez ce genre d'histoires et que vous souhaitez d\u00e9couvrir les coulisses de DDTSB, n'oubliez pas de vous abonner \u00e0 notre nouvelle cha\u00eene YouTube. Nous y partageons d'autres \u00e9tudes de cas, des conseils de diagnostic et des informations sur les r\u00e9parations, directement depuis notre atelier.<\/p>\n
<\/a><\/p>\nhttps:\/\/www.youtube.com\/@DDTSB<\/a><\/p>\n
\ud83d\ude80 Optimisez le potentiel de votre atelier gr\u00e2ce \u00e0 DDTSB<\/h2>\n
Acc\u00e9dez \u00e0 :<\/strong><\/p>\n
Des milliers d'exclusivit\u00e9s avis techniques (TSB) du march\u00e9 des pi\u00e8ces de rechange<\/strong><\/p>\n
Des solutions concr\u00e8tes propos\u00e9es par l'un des Les plus grands centres d'assistance t\u00e9l\u00e9phonique d'Europe<\/strong><\/p>\n
Des diagnostics plus rapides, des r\u00e9parations plus efficaces et une rentabilit\u00e9 accrue<\/p>\n
\u23f1\ufe0fLe temps, c'est de l'argent. \u00c9conomisez les deux gr\u00e2ce \u00e0 \u00a0DDTSB<\/a><\/h3>\n
Suivez-nous sur :
\n<\/a><\/a><\/h3>","protected":false},"excerpt":{"rendered":"Newly Uploaded TSBs \u2013 April\/May 2026 Stay ahead of the curve with the latest Technical Service Bulletins (TSBs) added in the past month. DDTSB is growing again \u2013 this time with 209 brand-new TSBs and 122 updates, all based on real hotline cases and real-world diagnostics from workshops across Europe. Below are three strong and 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